Sander for automotive vehicles



Jan. 13, 1953 P. J. SUNDHEIM SANDER FOR AUTOMOTIVE VEHICLES Filed April 29, 1950 I INVENTOR 2%rdfflwrzd/Ze2'm ATTORNEY P. J. SUND-HEIM SANDER FOR AUTOMOTIVE VEHICLES Jan. 13, 1953 2 SHEETSSHEET 2 Filed April 29, 1950 INVENTJOYR v flier dfflzndezze I BY 1 M ATTORNEY Patented Jan. 13, 1953 UNITED STATES PATENT Q'FFICE 2,625,417 SANDER FOR AUTOMOTIVE VEHICLES Peter J. Sondheim, Buffalo, N. Y.

Application April 29, 1950, Serial No. 158,967

8 Claims. 1

My invention relates to a new and useful improvement in sanders, and more particularly, to a sander that is designed for use with a tractor and trailer, other forms of trucks, and also equally adaptable for use on buses.

The types of motor vehicles above mentioned are generally equipped with a storage tank to provide air pressure for the operation of the brakes, and in the case of busesthe air pressure is often also utilized to open and close the doors.

The present invention therefore contemplates a system or an arrangement of valves, entrainers, pressure relief chambe-rsand an electrically operated solenoid, so that'grit or sand stored in special compartments may be" entrained and blown to the pressure relief chambers located in front of the rear wheels of the vehicle and the grit then dropped in frontfof the wheels.

Still another object of theinvention isto provide a simple electric system, wherein the grit may be caused to be discharged in front of the wheels whenever the brake pedal is depressed; or, on the other hand, aswitch' on the dashboard may be thrown to" one position, so that the discharge of the grit will be continual until .the switch is again opened; Asimilar' electrical arrangement for operating the solenoid is also shown in detail in an" application entitled A Sander for Automotive Vehicle's filed by me on February'lll, 1'950,.an 1'bearing SerialNb. 143,450, now Patent Number'2,587,072, issued February 21, 1952.

However, in the case above mentioned'the solenoidopera'ted a gateor gates in the chamber that held the grit; whereas, in the present application, the electrically operated-solenoid operates a valve in the air pressure line, so that the grit or sand may first be entrained from the grit hopper or chamber and then blown to the relief pressure chamber where the air pressure is dissipated and the grit allowed to fall by gravity in front of the wheels.

Still another object of the invention is-t-o provide a sanding arrangement, especially for trucks andbuses and the like thathave four rear wheels.

Still another object o-fftlie invention is to provide a sander" that is-operated either by the or dinary" brake pedal and-=a-switchon the dashboard, or both, so that the sand or grit may be blown to and instantly discharged in front of the driving wheels by depressing the brake pedal; or, wherein the grit may be allowed to flow as long as desired.

Still another object of the invention-is-to provide a sander for buses, trucks and the like,

2 wherein the air from an air storage tank is led to a manifold, while distributing pipes may be run from this manifold to'in front of the wheels in which it is desired to drop the grit.

Still another object of the invention is to provide a sanding system that may be readily and quickly attached to a tractor, for instance, and also attached to a trailer, it being only necessary to couple the lead pipes from the trailer to the manifold on the tractor. I

Still another object of the invention is to provide a sanding system where only one grit tank might be used and one entrainer with a plurality of distributing pipes and relief chambers; or, a plurality of grit chambers may be used and an entrainer for each grit chamber.

With these and other objects in view, the invention consists in certain new and novel arrangements and combination of parts as will be herematter more fully described and pointed out in the claims.

Referring now to the drawings, showing the preferred form and one modification,

Fig. 1' is a side-elevation of a tractor and a trailer secured thereto, and showing the sanding system as applied 1 0 the tractor and trailer, there being a plurality of sand or grit chambers,

Fig. 2 is' a diagrammatic top plan view of the sanding arrangement, showing the distribution of the sand or grit'to the rear wheels of the tractor and the rear wheels'of the trailer,

Fig. 3' is a diagrammatic view'of a slight modification, showing the system as applied to a bus and wherein only one grit chamber or hopper is utilized,

Fig. 4 is adetailed view, partly in section, of the grit chamber, parts being broken away to show the telltale apparatus, and the entraining valve being shown in section for clearness of illustration,

Fig. 5' is a detail of a reliefchamber, parts being broken away for the sake of clearness,

Fig. 6- is a diagrammatic view of a convenient wiring system foroperating the sander, and

Fig. 7 is a detail of a slightly modified form of relief chamber.

At the outset, it will be understood that I have only shown as much of the tractor, trailer or bus as is necessary to illustrate the manner in which the sanding system is applied to the vehicle.

Referring now for the moment to Figs. 1 and 2, there is shown a tractor I with its rear wheels 2 and an air pressure tank 3. There is also shown a trailer 4 with its rear wheels 5.-

Referringto' Fig. 2 for the moment, it will be seen that the tank 3 is provided with an outlet pipe 8, which is provided with a main cutoff valve 1; and this pipe '6 is connected to an air manifold 3. From the manifold 8 may be seen the aircarrying pipe 9 that extends to an entrainer it directly under a grit chamber G.

Also in the main pipe 6 leading from the tank 3 and ahead of the manifold 8 there may also be seen an electrically operated solenoid valve l l for admitting and cutting off the air supply for the manifold 8. Leading from the entraining valve l8, hereinafter called an entrainer, may be seen an air pipe 12 through which the air and grit are entrained from the chamber G and entrainer i8 and wiil be blown to the relief chamber is with its bifurcated outlets M directly in frontor" the wheels 2 of the tractor i.

It will be understood that as the specification proceeds, a description will follow of the construction of the entrainer ii} and the chamber G and the pressure relief chamber i3.

Still referring to Fig. 2, there will be seen extending from the manifold 8 a conveyor pipe i5, similar to the pipe 9, and this pipe 15 leads to an entrainer it also located under a grit chamber i'i, similar to the chamber or hopper G; and from the entrainer it leads the pipe 13 to a relief chamber it with its bifurcated short arm passageways 28 directly in front of the rear wheels 2 of the tractor 5.

The arrangement just described is similar to the arrangement described for the wheels 2 on the opposite side of the tractor i with the exception that the solenoid operated valve i l, of course, is not duplicated; as after the air once gets to the manifold 8 it will pass intothe pipes 9 and i5 and then into the heretofore mentioned entrainers l0 and i8 and then to the relief chambers l3 and 89.

Thus, when grit is dropped in front of the rear wheels 2 on one side of the tractor I, it will also be dropped to the wheels 2 on the opposite side of the tractor I.

Also, leading from the manifold 8 may be seen the outlet pipes 2i and 22, and there may be seen the flexible connections 23 and 24 connected respectively to these pipes 21 and 22; and then there is a lead pipe 25 to the entrainer 26 which is then connected as at 2'! to the relief chamber 28.

There will also be the grit hopper 22 operatively connected with the entrainer 26.

This system is repeated on the opposite side, there being the lead pip-e 36, the grit hopper 31, the entrainer 32, and the relief chamber 33.

These two relief chambers 28 and 33, it will be noticed, also will drop the grit in front of the rear wheels 5 of the trailer 3. Thus the operation of the solenoid operated valve M will admit air to entrain the grit and blow it to the various relief chambers mentioned, where the air will be dissipated and the grit dropped in front of the respective wheels.

It will also be seen that in this form of sander, there is a grit chamber and entrainer for each set of wheels; whereas in the modifiedform, shortly to be described, as shown in Fig. 3, there is one grit chamber and a Y-shaped connection to distribute the grit from the one chamber to the rear wheels.

Referring now for the moment to Fig. 4, showing an enlarged view of thegrit chamber G and the entrainer II], it will be understood at the outset that a description of one chamber is a description of all. g

This grit chamber G will have the slanting bottom walls 34 and the upper vertical side walls 35 and a central outlet as at 36 to which is screwed a coupling 3'! which is part of the entrainer l0.

Plvotally mounted to one of the side walls 35 of the chamber G and on the inside of this chamber G is a panel 38 through which passes a setscrew 39 that bears against the spring arm 4Q when the hopper G is full to keep the lower end of the arm 49 away from the switch point 4i, so that when this hopper or chamber G is filled with grit, the pressure of the grit will force the panel 38 inwardly, as seen in Fig. 4, to keep the spring arm 48 and switch point 4| open; but when the hopper G gets low in grit, the panel 33 will swing out to a vertical position and thus permit the spring-arm M to contact the switch point M and as these two, that is, 40 and ll are in the electric wiring circuit, later to be mentioned, a red lamp R will flash on the dashboard.

This is similar to the arrangement shown in my aforementioned co-pending application,

Although this telltale apparatus is repeated in each hopper, there is only one red lamp on the dashboard for the four hoppers, so that it will be necessary for the driver, when the red lamp flashes, to see which grit hopper needs replenishing.

Referring now to what I term the entrainer H3, as heretofore mentioned, it consists of the inverted T-shaped coupling 31 and the plug 42 threaded in the rear end thereof. There is a nozzle 43 threaded in the front of the plug 42 that extends beyond the stem opening 44 in the coupling 3?. Threaded in the rear of the plug 42 is the main lead-in air pipe 9 and there is a. small chamber 45 between the inner adjacent ends of the nozzle 43 and the pipe 9. From this chamber 45 there are two small passageways 38 in the plug 42 that lead from the chamber 45 so that any grit that might be to the left-hand side of the opening 44 in the coupling 3'! will be blown forwardly past the end of the entraining nozzle 43 and thence, of course, to the relief chamber [3, as will shortly be mentioned.

As in all entraining devices, the nozzle 43 extends past the stem opening 44 of the coupling 31; and, it will be understood that after the grit drops down in the coupling 31 and about the nozzle 43, the air pressure will blow the grit through the coupling 3! to the relief chamber 13, and this will cause further grit to not only drop by gravity but be entrained and drawn into the coupling 31.

The air pressure is about one hundred pounds to the square inch, and this air pressure is sufficient to blow the grit through the different lines to the relief chamber I3, and the others, 19, 28. and 33.

To the other end of the coupling 31 may be seen a short nipple 41 and the reducing or coupling socket 48 which in turn is connected by a threaded coupling 49; and then there is the conducting pipe 12 that leads into the reducin chamber I3.

As heretofore mentioned, these entrainers are all similar and so are the reducing chambers, so when one is mentioned by number, the description will fit the others, with the exception of one form of modified relief chamber, which will shortly be mentioned.

Thus, when the solenoid valve l I (see Figs. 1 and 6) is operated, it will be understood that the air will be led to the manifold 8 and then through the various lead pipes and entrainers to they relief chambers, so that the grit may be v drop ed; ront Qt the. rearwh els Qt the. ehisles.

Reie r e 1 9W Q- hm i ifi hfilllb??? :5,. she -n t r es, a 5 t-wil lqbe een: hat t enes f a .r n 9: w h, he n erted; e e lrshane wa l t wh c a ;medes t ees ree ;mesh,and a l h c n ru t q-conic l-wel .?re min th mpe e o he'c am qe these er en seetiqns or a ls e o ed or a tened-centra l b t e n unte i -the en of he re i trpconical shaped-portion 5 2 is a bailleplate ranyil 54.

i t e out e ne wi lhe hey i vr at legs. 4 whichinturn are asteneaat their upper en o a n .4 which ts e e-1: he: fine and this ring f will be held 811001 thering, 50 by he etwi lh T eins 1.4, neet hav a. single ee te m he efr m r ther than dou lees, as own nt a. 5-

It Will a150, be se n; hat th v ip ea in fr m theent-rainer nisr ent pward y. asatfii and extends centrally,- of this, relief;- chamber l3, sorthat a e he; sand. or, e it ass s, om h entralner H1; intothe pipe .l 2 Tandup through the curved portionp55, it will'strike-a ainst'the undersurfaceof the anvilor baiileplate-M.

The air, of course, may; escape. throughv the mesh screen thatiorms thesi-de Walls-of the relief chamber l3; and'theair-be dissipate-d. However, the grit, after strikin theb rfile plate 54 will drop, due to itsweight; downintothe bifuroated openleesld, which, itwillberemembered, extend directly in front of the rear wheels 2 ,of the tractor, I; 'and'inthesamewam; it will be, dropped in front of the, wheels, 5, sothat all the .wheels of thegtractor l and trailer: 4- ;will be supplied with, the necessary grit when either the foot, pedal is depressed or theswitch is thrown, as willshortly bementioned.

Thus, by: proyidingirelief chambers for, the air pressure, and lettingthe, air berdissipated; the grit willdrop .by gravity in front :of the wheels rather than possibly'being blown .to one side ofv thepath of the; wheels.

As vmentioned ,in the. co-pendi-ng, application, thegrit is generally a material thatiscol/ered withiaplastic or asphaltum oritar ,-covering, so that it will not absorb moisture, an'dwill flow more freely. than, for instance,v aidamptsand.

In Fig. '7 I have shown av slightly modified form of relief chamber, consisting ofa sup-portin band or ring 55 and mounted, thereon are thei-base-stobase frusto-conical sections ,5! :made, of thin wire mesh and, having .anopeningas at 58 for :aninlet vpip-e, so thatithe air will blow zthezgrit against a lbaflie or anvil SB-in the. .reliefichamber which is directlyropposite the,in1et;opening 58: Thus, the-air may escape through-the wiremesh 51 and the ,grit will drop in through an outlet leg,6ll which is in turn secured to the-aforementioned band 56.v

Thus, by ,forming these relief chambers as shown, the single-leg outlet-ior double legoutlet may be employed, depending on whether or r not there, are tandem wheels, tobeisupplied with grit."

Referring now. to; Fig. 3, show-ingia slightly modified form. of, sandingarrangement, there :is shown in dotted lines abusvfiir'haying -an air storage tanlg fifi; also shown;in-dotted linesfi'l, h t i Sh nrit me ber 0 p perfiflr-s m lar in all respects to the grit-chamhen 9, in the preferred -form, While. leading frornthe tank 66 to beneath the gritflcharnber. 6 8-, .is, .the mainlair supply pipe 69, in which is diagrammatically 6, shown the solenoid-operated valve 70- and the main cut-off valve H.

This air line 69 leads to an entrainer- 12. that is mounted on the under side of the grit chamber 68, in the identical manner as in the-preferred form; and from the entrainer i2 thereisthereducing coupling l3 similar to the one 48 in the preferred form, and from this coupling 13- extends asmallpipe 14 to a Y coupling 15. From the Y leads one branchpipe l5- to-the relief chamber ll, while fromthe other side of the-Y extends the pipe '58 to the-reliefchamber l9,- theserelief chambers ll and; 19-; being mounted directly in front of the rear wheels '5 of,; the bus- 65.-

It will be understood that, th relief chambers H and 79 mightbe-of;theiorm showniniFigfx, that is, with the double legs if the bus-5 should have sw ee si nztherear e The operation for thismodified form is similar to that in the preferred-form and the solenoid valve "iii will be operated by'theswitch 8.0,.ab0ut to be mentioned, on the dashboard. In'this arrangement, itwill be seen that there-is only-one entraining valve; and; only; one; hopperg and the necessity of a manifold is also ;done;away;with.-

Referring now,to ;l1'?ig. 6, thereis awiring diagram shown that is very similar tothe-one-shown in my co-pending application, but it will beaunder stood that different energized circuits, mightzbe substituted, if desired.

t will be noticed that'there'is -amodifiededouble-pole, double-throw switch- 80; thesolenoid l I, and there may be seen;the;brake-pedal"8i, so that a contact may be; madeand. broken: by; a point t2 onthe brake;pedal 8 I with a-switchpoint 83 connected by a wire to tlieibattery-B, and :also connected by'wire asgat 84 to,a:leadg85: to one arm 86 of theswitch- 80.:

There is-another lead ,wire 8l from th brake pedal 8| to another: arm SB ,Of' the switch 80. There is also a lead wire B9-leading down to the green lamp G and fromthere to one of the main-wires ell-that isgrounded as atsl. There is also alead-wiredzgthatconnects with the wire 93 leading to the solenoid-1i and also connected to theaforementioned wire 90. Also, in the lead wire es there is a whitelampW- There is also a-jumper: 94 leadingfrom the-wire 52 to a contact post 795.

s. e the ouble-role; doublerthrow switch 8 i thrown u rdlm he een lamp-Gr will bezlit and-thesolenoid ll will be operated when t e oot medal. 8 I s epressed,.; the ;foot pedal el closing the .-ci rcuit to, the solenoid H and the green light G, Also,- as the white light W is in circuit with thesolenoid I Lit will inter mittentlyflashonand off on a depressionof the foot pedal 8L The green light G, of course, indicates that the sander -is -ready for-i intermittent operation in conjunction with p the brake.-

Whenthe switch 89' is "thrown downwardly, the current; will pass through the-switch 80 and jumper M-di-rectly-to the solenoid valve-l l to open the same and,-;ofcourse light the-white light W. The flow of gritwill be continuousuntil theswi-tch is a a n pened- Also -ina circuit will be seen the redlightrR which is connected with the; arm 49 of the microswitch invthe hop per G so that whenthe arm 45 contacts with-the spring-aim 4l, the -red light R will be in a closedicircuitto show-that/theI grit is gettinglow withinthe hopper, G4

Thus,- it Wi11,'.be seen ,that by,throwingz the switch 86 in one direction, that is, down, the white light W on the dashboard will show and the grit will be blown to the relief chambers 11 and 19 etc., and then dropped as long as the switch 811 is closed.

On the other hand, when the switch 3%] is thrown up, the green light G is lit, showing that the sander is ready for intermittent operation, and the white light W will flash when the foot pedal 8! is depressed.

From the foregoing, it will be seen that I have provided a sanding arrangement for buses, trucks, tractors and trailers, wherein either a plurality of grit chambers may be utilized and a number of entraining valves so that the sand can be dropped in front of the rear wheels of the vehicle in which the sander is installed; or, the arrangement may be equally well used on buses, wherein only one grit chamber is used and one entraining valve.

Furthermore, it will be seen that the sander is one in which the sand may be instantly dropped in front of the driving wheels by simply turning the switch on the dashboard, or by depressing the foot pedal.

It will be understood that this sander is to be used when the streets are icy or slippery, rather than when there is a heavy snow on the ground.

Many slight changes might be made without departing from the spirit and scope of the invention. Having thus described my invention, what I claim is new and desire to secure by Letters I Patent is:

1. In combination with an automotive vehicle, an air pressure tank, a sand chamber having an opening at its bottom, an entraining valve secured about the opening, an air pipe leading from the pressure tank to said entraining valve; a relief chamber having walls formed of screen mesh and an anvil plate in said chamber, the relief chamber also having a discharge passage located in front of the rear wheel of the automotive vehicle, an air pipe from the entraining valve leading to the relief chamber and its end directed towards said anvil; an energized electric circuit and a solenoid in said circuit, a valve operated by said solenoid, said valve located in the air pipe leading from the pressure tank to the entraining valve; a switch in said energized electric circuit for closing the same to thereby energize the solenoid to in turn cause the said valve to open, whereby the air pressure from the tank will entrain and blow the sand from the sand chamber through the pipe leading to the relief chamber to cause the sand to strike said anvil, the air to be dissipated through the mesh and the sand to drop through the passageway in the relief chamher in front of the rear wheel of the vehicle as long as said switch is closed.

2. In combination with an automotive vehicle, an air pressure tank, a sand chamber having an opening at its bottom, an entraining valve secured about the opening, an air pipe leading from the pressure tank to said entraining valve; a relief chamber having walls formed of screen mesh and an anvil plate in said chamber, the relief chamber also having a discharge passage located in front of the rear wheel of the automotive ve hicle, an air pipe from the entraining valve leading to the relief chamber and its end directed towards said anvil; an energized electric circuit and a solenoid in said circuit, a valve operated by said solenoid, said valve located in the air pipe leading from the pressure tank to the entraining valve; a switch in said energizing electric circuit for closing the same to thereby energize the solenoid to in turn cause the said valve to open,

whereby the air pressure from the tank will entrain and blow the sand from the said chamber through the pipe leading to the relief chamber to cause the sand to strike said anvil, the air be dissipated through the mesh and the sand drop through the passageway in the relief chamber to in front of the rear wheel of the vehicle as long as said switch is closed; and a brake pedal, also electrically connected in the circuit, for operating said solenoid, to thereby in turn open said valve, so that the sand will be discharged from the relief chamber only as long as'the brake pedal is depressed.

3. In combination with an automotive vehicle, an air pressure tank, a. grit supply, relief chambers having walls formed of screen mesh, each relief chamber provided with an anvil plate and a discharge passage, the relief chambers and the discharge passages located in front of the respective rear wheels of the vehicle; means for conducting the air from the air pressure tank to said relief chambers; means for entraining the grit from the grit supply to said relief chambers; a solenoidoperated valve located between the air pressure tank and the grit supply; an energized electric circuit having a switch therein for operating the said solenoid-operated valve, an entraining valve operably connected with the relief chambers, grit supply and air pressure supply, so that the grit will be entrained and blown and dropped to in front of the said rear wheels when the said circuit is closed by said switch.

4. In a sanding system for automotive vehicles, an air supply, a sand supply, relief chambers, each relief chamber having perforate walls, an anvil plate and a discharge opening, the said opening to be positioned in front of the driving wheels of the vehicle; pipes for conveying the air and sand from their respective supplies to the relief chambers, the distal ends of the pipes extending within the relief chambers and directed towards the anvils; valve means for opening and closing the air supply to the relief chambers; means for operating said valve which, when open, will allow the air from the air supply to blow the sand to the relief chambers, where the air will escape through the perforate walls and allow the sand to drop through the openings to in front of the driving wheels.

5. In a sanding system for automotive vehicles, an air supply, a sand supply, relief chambers, each relief chamber having perforate walls, an anvil plate and a discharge opening, the said opening to be positioned in front of the driving wheels of the vehicle; pipes for conveying the air and sand from their respective supplies to the relief chambers, the distal ends of the pipes extending within the relief chambers and directed towards the anvils; an electrically operated solenoid valve for opening and closing the air supply to the relief chambers; manually-operated switch means for operating said valve which, when open, will allow the air from the air supply to blow the sand to the relief chambers, where the air will escape through the perforate walls and allow the sand to drop through the openings to in front of the driving wheels.

6. In a sanding system for automotive vehicles, an air supply tank, a plurality of hoppers for holding sand, grit and the like, each hopper having an entraining valve operably associated therewith; a plurality of relief chambers, each relief chamber having perforate walls, an anvil plate and a discharge opening, the said relief chambers positioned in front of the driving wheel of the vehicle; an air manifold, a pipe leading from the air supply tank to said manifold; a plurality of pipes extending from said manifold to the respective entraining valves; pipes extending from the entraining valves to the said respective relief chambers, the distal ends of the last mentioned pipes extending partially within the relief chambers and directed towards the said anvils; a valve for opening and closing the air supply to the manifold; means for operating said valve which, when open, will allow the air from the manifold to pass through the entraining valves to entrain and blow the grit to the said relief chambers, where the air will escape through the perforate walls and allow the grit to drop through the openings to in front of the said driving wheel.

7. In a sanding system for automotive vehicles, an air supply tank, a plurality of hoppers for holding sand, grit and the like, each hopper having an entraining valve operably associated therewith; a plurality of relief chambers, each relief chamber having perforate walls, an anvil plate and a discharge opening, the said relief chambers positioned in front of the driving wheels of the vehicle; an air manifold, a pipe leading from the air supply tank to said manifold; a plurality of pipes extending from said manifold to the respective entraining valves, pipes extending from the entraining valves to the said respective relief chambers, the distal ends of the last mentioned pipes extending partially within the relief chambers and directed towards the said anvils; a valve for opening and closing the air supply to the manifold; electrically operated means, including a hand-operated switch and a foot-operated switch, for controlling the operation of said valve, which, when open will cause the air from the manifold to entrain and blow 10 the grit to the said relief chambers, where the air will escape through the perforate walls and allow the grit to drop through the openings to in front of the said driving wheels.

8. In a sanding system for automotive vehicles, an air supply, a sand supply having an entraining valve operably connected thereto and to the said air supply; relief chambers, each relief chamber having perforate walls, an anvil plate and a discharge opening, the said openings to be positioned in front of the driving wheels of the vehicles; diverging pipes leading from the said entraining valve to the said relief chambers, the distal ends of the pipes extending partially within the relief chambers and directed towards the respective anvils; a valve for opening and closing the air supply to the said relief chambers; electrical means for operating said valve, which valve when open will allow the air to entrain and blow the grit to the respective relief chambers, where the air will escape through the perforate walls and allow the sand to drop through the openings to in front of the driving wheels.

PETER J. SUNDHEIM.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,354,570 Lamping et a1. Oct. 5, 1920 1,752,664 Forcier Apr. 1, 1930 1,812,521 Elston June 30, 1931 2,004,859 Farley June 11, 1935 2,266,332 Pugsley Dec. 16, 1941 2,359,029 Goldberg Sept. 26, 1944 2,386,006 Safiord Oct. 2, 1945 

